Aprilia RSV4 1100 Factory motorcycle test

Menus

• Veramente sensazionale
• V4 at 65 ° of 1.078 cm3, 217 hp and 122 Nm, 199 kg full made, 22,999 euros
• Discovery
• RSV4-RR version
• In the saddle
• On track
• Conclusion
• Test of the RSV4 Factory in video

Veramente sensazionale

V4 at 65 ° of 1.078 cm3, 217 hp and 122 Nm, 199 kg full made, 22,999 euros

There are machines whose surname is almost better known than the brand to which they belong. And yet, Aprilia is one of the most famous and successful companies in the world. When designing the RSV 1000 in 1998, did Noale’s dream factory think it would ensure such a fate for the most demonstrative of its creatures, leading to today’s Aprilia RSV4 1100 Factory? It deserved at least one try and on the equally legendary Mugello circuit.

Motorized by a Rotax twin cylinder when it was created, the 60 ° V-block then develops 128 hp at 9,250 rpm and 10.3 da.Nm of torque at 8,000 rotations / min. The machine was boosted in 2009 by the adoption of a completely new V4 mechanism, delivering 180 hp at 12,500 rpm and 11.5 da.Nm at 10,000 rpm under control of an electronics (APRC) derived from the race. Thus, winning 7 trophies in 6 years (driver and / or manufacturer), the RSV4 has become THE undisputed star of the Superbike championship. The sports car then benefited from major mechanical changes in 2015 to pass the 200 hp bar: 201 nags at exactly 13,000 revolutions and 11.5 da.Nm at 10,500 rpm. Two years later, an RF version receives an electronic update to boost its audience and reliability.

In Noale, the hypersport segment is a bit like the causa nostra on two wheels. We could almost hear a godfather whisper to us: "You see, kid, the world is changing and the competition wants to hurt us. Look at the enemy Ducati clan and their Panigale V4, or the Germans with their new BMW S1000RR. Even this one looks like to an Italian now. We are not going to let ourselves be … "And we do not walk with impunity on the land of Don Aprilia. Noale’s family therefore draws a new RSV4, the 1100 Factory. The supersport takes over the displacement of its sister Tuono V4 1100 Factory, from which it draws the quintessence. But as in the past, the transalpine brand keeps its RSV4 RR and its 999.6 cm3 V4 in order to remain in compliance with the regulations of superbike competitions. If the technical part of the latter remains identical to the 2018 vintage, its electronics are updated. Finally, it authorizes the deactivation of the ABS and can receive a race kit.

Aprilia RSV4 1100 Factory test

Aprilia invited us to make the most volcanic of her daughters dance in the heart of Tuscany, between Florence and Bologna (Italy), on the fabulous and rapid Mugello route. An essay that cannot be refused and that we appreciated … for many reasons (read below).

Discovery

Faced with the technological debauchery displayed by the competition, Aprilia is entering the premium sport niche. Clearly, we take care of both the dressing and the performance. However, except in mechanics, the new hyperpsort evolves quite little overall, even if a few evolutions make a nice difference; we will see it in dynamics.

Aprilia RSV4 1100 Factory

The complex and sharp styling, initiated in 2009, does not change on the RSV4 1100 Factory. And that’s a bit unfortunate. Not that it is really dated or outdated, but Aprilia could have given the front end the elegance of its future RS660, to mark the increase in its capacity and its performance … Because the three lights signify the personality of the sports are an interesting signature, but now a little heavy with the advent of LEDs…

Hyper-compact, the sports car is still impressive in terms of finesse. She keeps her mannequin dress, mixing taut curves and projecting edges forming, above the blanks, mini-fins. Also unchanged, the tank capacity is 18.5 liters. It is supported by the minimalist rear buckle, supporting slender passenger footrests and concealing the seat of the latter under a seat cowl with short wings. The sculpted and complex curves always seduce with the overall elegance and finesse.

We find the sharp design of the rear buckle

However, in pure Italian, it takes care of its finery in detail, a privilege of refinement of the great houses. Thus, its matte black color is enriched with noble materials such as carbon component side fins, saddle flanks, various protections and front mudguards. This dark hue contrasts with the beautiful metal parts of the machine. Supporting the heart, we find the aesthetics and imposing double-beam aluminum frame, the polishing of which contrasts with the reinforcements and plates with surfaces left untreated. The cycle part barely changes its dimensions. The caster angle decreases again, regaining its value of 24.5 °. The offset of the new triple trees is reduced by 2 mm in order to bring the front axle closer to the driver, to increase the load on the front wheel (and therefore stability) without reducing agility. But the wheelbase increases by 4 units, or 1,439 mm. Finally, the sculptural aluminum swingarm reinforces its rigidity. And of course, the RSV4-1100 Factory and RR opus 2019 are still the only production machines to offer extensive chassis customization: engine position in the frame, steering column angle, swingarm pivot adjustment and guard. on the ground !

The pivot axis of the swing arm is adjustable in height

In short, the Italian remains attractive, but does not surprise. Only its side fins adorn its sides. These winglets exploit the downward pressure caused by the air flow thus channeled. They increase stability at high speeds. Appendages which should bring more innovations in dynamic behavior at high speed.

As on MotoGP, the RSV4 is now adorned with winglets

And dynamism, the machine does not lack … Because the high point of this opus is to adopt the mechanics already equipping the Tuono V4 1100 roadster. The displacement of the four-cylinder V at 65 °, changes to effect at 1,098 cm3 by increasing the bore from 78 to 81 mm; the 52.3mm stroke remains unchanged, as does the 13.6: 1 compression ratio. Attacking 4 titanium valves per cylinder, the distribution is modified for the RSV4 1100 Factory. The modified cams of the double shafts allow a longer opening timing. History of stuffing the block of explosive mixture. Thus, no less than 217 hp now come out of the unit at 13,200 rpm (+200) and the breaker cuts 400 revolutions higher. The torque increases over the entire curve by more than 10% compared to the RR engine and reaches a maximum of 122 Nm at 11,000 rpm (+ 500). Values ​​increasing noticeably at higher speeds. The V4 now blows in a new Akrapovic titanium silencer as standard. A complete line will give you up to 225 hp…

The 4-cylinder in V gains in displacement and now displays 1.078 cm3

As on the Tuono 1100, the lubrication benefits from a more powerful oil pump which now supplies two jets of oil in each cylinder in order to reduce the temperature of the piston. And as on the roadster, the transmission lengthens the fifth and sixth gears compared to the RR version (34/26 against 31/23 and 33/27 against 34/27).

The V4 now delivers 217 hp and 122 Nm

The RSV4 1100 Factory also renews the optimizations seen on the Tuono. Remember that the camshafts are forged, ditto for the crankshaft. Finally, the sprockets of the cassette box now receive a DLC (Diamond Like Carbon) treatment. Of course the clutch is, as for a long time, anti-dribble.

The RSV4 1100 Factory has an anti-dribble clutch

With this added character, the mechanics also take care of their chips. Because the advanced electronics APRC (Aprilia Performance Ride Control) is another of the qualities of the RSV4. The injection adopts a Magneti Marelli 7SM unit which controls three engine maps, Track, Race and Sport. The power / rpm ratio is still the same, but the way the cavalry arrives is different. In S, the response is quick and the engine braking is effective for road use. In T, the response is progressive and the engine braking reduced. And on R, responsiveness to optimum acceleration and minimum mechanical inertia. The choice of Ride by Wire maps is also done while riding.

This possibility of modifying in an instant and at any time the most important electronic settings remains the great strength of Aprilia, translating its experience in competition. The best use of the APRC system is thus thus made. This renews its components and brings in new ones. Optimized in their operation, we find traction control (ATC), anti-wheeling management (AWC), Launch Control (ALC) optimizing departures and Quickshifter (AQS) now up AND down gear. The 2017 vintage is also equipped with a cruise control (ACC) to reach your circuit and a Pit Limiter (APL) setting your speed in the pits. One will prevent you from losing points on your license, the other in the championship…

Let us specify the use of the most important of these aids. Directly configurable in race / road, ATC, Aprilia Traction Control, always modulates on 8 values ​​without releasing the throttle thanks to the mini-paddles + and -. The same goes for the AWC: Aprilia Wheelie Control, thanks to a new push button on the left stalk. If the front wheel is lifted, the electronics intervene on the ignition advance and the injection butterflies. Adjustable on 3 levels, it has new, more precise and progressive laws of use, thanks to the repositioning of the inertial platform.

The latter is also essential when braking, especially on the angle. The ABS uses the miniaturized Bosch 9.1 MP device, widely used by the competition as well. Hyper compact and light, it now makes it possible to optimize braking in bends thanks to an Aprilia specific algorithm, which constantly controls lateral acceleration, the pressure exerted on the front brake lever, the roll, pitch and pitch angles. lace. In the event of inconsistency, it modulates the pressure of the calipers to ensure the best balance between deceleration and stability. The system renews the RLM (Rear Liftup Mitigation) limiting the lifting of the rear axle during the most important decelerations. Help now in vogue among the competition. Multifunctional, this ABS is adjustable on 3 levels Track, Sport and Rain and can be disconnected (but reactivates when restarting … Euro4 requires). On Track, the RLM and the ABS on the angle are deactivated, for the purists. Sport maintains progressive rear lift above 140 km / h and full below 80 km / h.

As a reminder, the ALC (standing start) controls the position of the accelerator, that of the throttle valve, engine speed, gearbox ratio and wheel speed. When you release the clutch handle, the electronics keep the engine at the best torque for the most efficient acceleration possible while avoiding wheeling.

The Ohlins suspensions evolve little, just enough to keep up with the new dynamic pretensions of the machine. The fully adjustable 43mm NIX fork is sealed with pressurized cartridges reducing oil volume and therefore weight. Its stroke is increased by 5 mm (125 mm) and is added the control of a Swedish steering cylinder also configurable. Upper yoke and fork base are aluminum cut in the mass. Also multi-adjustable, the TTX 36 piggy back shock absorber is mounted on rods.

The 43mm fork is fully adjustable

Mounted on forged aluminum rims, the RSV4-1100 Factory is fitted with Brembo monobloc Stylema front calipers, radial mounted and 4 pistons of 30 mm. Equipped with new brake pads, they attack the floating discs in lightened 330 mm stainless steel. All controlled by a radial master cylinder of 18 mm and reinforced braided brake hoses. The opposing retarder, a Brembo 2-piston floating caliper, grips a 220mm slab. Everything is monitored by a Bosch 9.1 MP ABS adjustable to 3 values, controlled by the inertial unit and equipped with RLM (Rear wheel Lift-up Mitigation). Each of the three Cornering ABS maps can be combined with any of the three engine maps (Sport, Track, Race). To stick to the bitumen, Pirelli SuperCorsa SC V3 in 120/70 and 200/55 fit the feet of the Italian (alternative in 190/50 or 190/55).

High-end braking on the program with Brembo Stylema calipers

Finally, the RSV4 1100 Factory admits 199 kg ready to race, or 5 less than the RF version of 2015. A weight saved on the brake calipers and on the new Bosch lithium-ion battery with integrated management system. Particularly attractive, the RSV4 1100 Factory is remarkably finished and equipped. The fit of the elements, the quality of the components and the coating of the majority of the metal surfaces are beyond reproach. The surfaces of the cylinder blocks and central crankcases always show a rough finish, always giving the machine a racing feel.

RSV4-RR version

The standard model is fitted with Sachs suspensions. The 43 mm inverted fork is adjustable in any direction and its base is forged in aluminum. A steering cylinder of the same origin also limits unwanted movements of the front axle. At the rear, the shock absorber is also parameterized in preload, compression, rebound and center distance (wheelbase).

On the RR, the rims are in die-cast aluminum, but the braking uses the same elements as those of the RF with the exception of the non-stainless discs. The APRC electronics are identical and the RSV4-RR also has the up and down Quickshifter. In addition, as a pure tracker dedicated to championships, its ABS can be deactivated..

In the saddle

Relatively high perched on its stiletto heels, the racing Transalpine admits 851 mm of saddle height. That’s 11 more than before. Yes, at any level you will have to live up to the sublissima if you want to win your heart and the dubbing of the family. Suffice to say that the 1.70 pilot will not put both feet on the ground. Compact, narrow, the RSV4-RF is a real superbike machine, with distinctive and specific ergonomics. The seat is quite long, but above all always remarkably drawn. Its inclined sides promote sporty body movements.

Aprilia RSV4 1100 Factory

And sport, beauty, makes it her raison d’être. On board, it’s a racing atmosphere, with a position dedicated to efficiency. The inclination of the machine forwards is marked, tilting the pilot on fairly low half-handlebars. With very marked notches, the tank forms significant ridges at the top, very effective for wedging the legs. The latter are also significantly raised, resting on high perched footrests guaranteeing significant ground clearance. Unacceptable fault, the cable clutch control is not adjustable in spacing! A shame for this type of ultimate flagship. Fortunately, the brake lever is flexible and its radial master cylinder.

The saddle is perched at 851 mm

Unchanged, the cockpit regroups the instruments on a large color TFT screen. Topped with a large shiftlight, the screen automatically switches to day or night mode and has two different displays, road or circuit. On the latter, the provision of information gives pride of place to sport. It thus groups together, under the highly readable bar-graph tachometer, the chrono or speed display, the gear engaged and the speed limit chosen for the pitlane (or cruise control). Also, the APRC information is judiciously grouped on the left, with the engine map selected, the level of ATC, ABS, AWC and ALC desired (anti-skid, ABS, anti-wheeling and standing start. A menu allows Also to enter more detail if desired. Finally, the angle of inclination of the machine and the level of acceleration and braking are displayed on a graph in real time … but hardly useful or exploitable in full action. maximum speed is kept in memory … practical for concentrating on the track and not the counter to see if the symbolic value has been exceeded.

The RSV4 color TFT screen

To control the whole, the ergonomics of the commodos is another strong point of Aprilia sports cars. The famous + and – mini-paddles always control the traction control (ATC) directly and without turning off the throttle or disengaging. The engine modes are chosen by pressing the starter, once the V4 is running. Finally, new buttons on the left side manage the AWC, the Pit Limiter and we even note the appearance of a multi-directional navigation cursor! In addition, there is now no electronic latency at the time of changes. Only the selection of APRC aids with the joystick requires a little practice to be precise..

On track

The long-awaited moment has finally arrived! Accessing Mugello is a track record that few of us will make. Suffice to say that we are measuring our chance to evolve on this hilly track of 5.245 m with 15 turns (6 on the left, 9 on the right). Around an explosive straight line of 1,141 m, its curves subtly intertwine, drawing an ideal dance floor for our ballerina in sportswear.

Mugello circuit layout

The new Akrapovic titanium silencer is much better suited to our mount. If the vocalizations at very low speed are modulated, the Italian finds her voice on the gas shots. No doubt, the diva still has her fiery character and impatiently cracks the air.

The Akrapovic silencer of the RSV4 1100 Factory

Heated blankets, but brand new tires, I leave the pitlane, APL activated, limiting the speed in the pitlane … effective, it disengages as soon as we pass the second. I set off on the Tuscan track for a first observation contact. First learn the layout and then measure the evolutions of the 2019 opus. The handling of the RSV4 1100 Factory is always surprisingly easy. Placed on the narrow Italian missile, you quickly realize that you are one with the machine. Even more than on any other sports car, the ergonomics seem ideal and the reduced dimensions make it almost an extension of your person..

Aprilia RSV4 1100 Factory test on track

This ease allows serious matters to be approached with serenity, despite a small number of sessions to discover the machine. Hyper demonstrative, Aprilia accompanies your evolutions with an inimitable soundtrack, hoarse, ample and frantic. This sound signature is a permanent enchantment which clearly contributes to the enjoyment.

Focus on the corner of the Aprilia RSV4 1100 Factory

Exuberant, the particular mechanics of the Aprilia are a weapon of seduction, especially on mid-revs. Bodybuilding mechanics quickly demonstrated all their optimization. Already copious on the old vintage from 5,000 rpm, the V4 1100 significantly amplifies its thrust over a wide rev range. Even more available, it places the crew in orbit at each go-around. Especially since half of the turns are ideally spent in second and the other in third. Another point of excellence in these phases of steering on the angle. Always more responsive, the V4 takes its turns with vigor and without inertia, finely guided by a grip of the most precise throttle. A little more abrupt in "Race" or "Track" mode, the electronics give a more progressive response in "Sport". The ease coming, we appreciate to control the mechanics without filter. The accelerator seems "linked to the rear wheel" as the stimuli are obvious to dose or the throttle to maintain in bends.

Aprilia RSV4 1100 Factory on a curve

We are then almost at the crossroads of the torque and power curves, between 8 and 9,000 rpm. At this moment, the RSV4 1100 forgets decorum to mutate into a demonic harpy. In a suitable growl, she stands up when accelerating, putting to work her numerous assistants whose lights illuminate the cockpit. Because Noale’s sports car remains a living, but healthy motorcycle. Its rather high center of gravity and a tilted geometry on the front make it a lively and demonstrative machine. An enchanting mechanical creature, she communicates her mastered exuberance to her pilot. Thus, the front axle moves under the load of the engine, but the steering damper is on standby. While the anti-wheelie puts the steer wheel back to the ground quickly, the machine pulls into the rear on go-around and the anti-skid control controls tire drift. Adjustable at any time on the handlebars by the paddles, you can play according to your desires with the glide. In no time at all, the next bend is already here. With one finger, the lever allows decelerations as powerful as they are adjustable, even on the angle. We thank very much the ABS cornering when braking too late in curves.

Aprilia RSV4 1100 Factory braking

One glance, one squeeze on the handlebars and footrests, and you’re ready to tackle the next turn. In Casanova, Savelli and the rapid rise of the Arrabbiata, the competitive ballerina demonstrates her full potential. Naturally, the RSV4 1100 Factory is a monster of efficiency and strength that can be piloted almost intuitively. The agility of the machine, the precision of its front axle and the rigidity of its chassis are definitely a benchmark in the category. The transalpine scalpel also provides very good feedback from the steering gear. Riveted to the ground, the Aprilia allows any course correction. During each driving phase, the suspensions filter all parasitic movements and fix the machine on its trajectory. From turn to turn, you easily increase your level of piloting on your handlebars. Nothing to worry about Max Biaggi who makes me inside in Correntaio before disappearing, signing his demonstration with a gum point of more than 30 meters…

Aprilia RSV4 1100 Factory track test

Comes the last bend, Buccine, inclined toboggan which controls the infinite straight line of Mugello. Its width allows for different trajectories, for better access to the launch pad towards the pits. At the top of the tachometer, the extra power gives the 2019 model additional ease. Remarkably stable at very high speed, the Aprilia spins without trembling towards the horizon. The contribution of the fins is perhaps not insignificant. Well wedged in the bottom of the saddle and properly sheltered by the fairings and the screen, my eighty-four meter is preparing for orbiting.

A circuit like Mugello was needed to test these 217 horses

Fast and precise in upshifts and downshifts, the shifter is an asset for top speed as well as for decelerations. And fortunately, because I am tumbling at nearly 300 km / h on San Donato, tight and raised turn that we pass 200 km / h less quickly … The brakes are incredible in strength and control, proving the performance Brembo Stylema calipers. They would almost make you grow your tits. Under their bite, the front end seems to crash into the ground, but, again, electronics (LRM) and suspension work wonders, leaving the bike barely shuddering from behind on those heavy braking. In addition, ABS is transparent in its operation. The constant quality of the decelerations is remarkable, can be further amplified by the optional carbon scoops (276 €!) Placed on the calipers of our testing machines. And stacking gears is instinctively, the anti-dribble clutch swallows everything without flinching in the Dantesque hum of the V4. Always smaller, I unfortunately could not reduce my braking distance as I wanted. But even during the last session, I still had a good margin of improvement on this point at my humble level. The legs wedged in the broad shoulders of the tank, we prepare the setting on the angle. And the Dantesque merry-go-round begins again…

Test drive of the RSV4 1100 Factory at Mugello

Conclusion

Without a doubt, with its "augmented" RSV4, Aprilia magnifies its hypersport. If the mechanical personality is its main asset, the precision of its cycle part and its liveliness make it decidedly a machine apart. Even more than its increasing dynamic performance, I retain the excellence of the braking, the suspensions and the efficiency of the APRC electronics. Intuitive and efficient, the new RSV4 1100 Factory is a significant evolution, but without revolution. A true production superbike, it is the holy grail of lovers of a machine with no excessiveness. Priced at 22,999 €, it comes with an almost unchanged twin, the RSV4 RR, at 16,999 €.

Aprilia RSV4 1100 Factory tested

Main opponent, the thunderous Ducati V4 R claims a minimum of 22,790 € to take up residence in your garage. Another essential European, the BMW S1000RR appears at 19,200 €. At Suzuki, the powerful GSXR1000 is available against € 16,599, the GSXR1000R version asks for € 19,399. And at Yamaha, the R1 and its four-cylinder crossplane are at € 18,999 and the R1 M version at € 23,999..

Optimized and always more efficient and sensational, the sultry sportswoman does honor to the Noale clan. Better equipped than the standard Panigale, it is also easier to get the most out of it. There is no doubt that the beautiful does not lack repartee to keep the competition at bay. Refined and efficient, expressive and seductive, the Aprilia RSV4 1100 Factory is decidedly a choice of the heart.

Test of the RSV4 Factory in video

Strong points

• Strong aesthetics
• Mechanical personality
• Precision and liveliness of the cycle part
• General ergonomics
• Quality of suspensions
• Efficient electronic assistance
• Flawless brakes and ABS
• Precise up and down quickshifter
• Addictive sound
• Quality of finishes
• Overall dynamic efficiency
• Pleasant instrumentation

Weak points

• Design unchanged
• Non-disconnectable ABS

Aprilia RSV4 1100 Factory technical sheet

Test conditions

• Itinerary: Mugello circuit
• Weather forecast: sunny, 10 to 25 ° C
• Motorcycle mileage: 100 km
• Problem encountered: ras

Test equipment

• Scorpion Exo R1 Helmet
• Glove Vanucci Speed ​​Profi IV
• Dainese Laguna Seca suit
• Dainese Torque D1 Boots

Accessories

• Vertical fins 780 €
• Slip-on exhaust 1.200 €: made by Akrapovic, it has a titanium silencer and is approved for road use. The slip-on version in carbon is also available, for exclusive use on the track.
• Complete racing exhaust 3.415 € (+10 hp): exhaust unit with manifolds, made by Akrapovic. The output is carbon.
• Front brake air intakes € 276: they are easily installed on the front brake system, reducing temperatures and maintaining the same braking performance in situations of prolonged stress.
• Electronic box: Electronic engine control box dedicated to use on the track, programmed with the racing map. To be used if different exhaust systems from the original (complete or only a slip-on pipe. Homologated or not) not supplied by Aprilia are installed.
• Ohlins TTX shock absorber 1.700 € (standard on RSV4 1100 Factory): the TTX series is the most upscale of Ohlins products (the head and the attachment foot are aluminum cut in the mass). It allows precise and complete adjustments for all damping functions. Can be fitted with linear sensors to install telemetry.
• Ohlins steering damper (standard on RSV4 1100 Factory): its fine adjustment in the hydraulic system allows for a front end that is always solid in the most violent accelerations.
• Ohlins NIX 4.079 € fork: (standard on RSV4 1100 Factory): the top for performance on the track and on the road. Wide possibility of fine adjustments in spring preload and in extension and compression hydraulics.
• Carbon components: fairing, wings and heel protectors. Made of matt carbon fiber. They guarantee a sporty look and a lower total weight.
• Mirror cover 122 €: in high resistance plastic. With laser engraved logos. They allow the mirrors to be removed for use on the track.
• Reverse racing selector: mechanical element that reverses gear change, to improve performance on the track.
• Forged rims front 1.230, rear 1.365 € (standard on RSV4 1100 Factory): they are made of aluminum alloy and have been forged. They offer maximum strength at a reduced weight, essential for increasing maneuverability..
• Aluminum racing levers 122 €: machined in the mass, they give an even more lively look and reduce the weight of the standard component.
• Handlebar counterweight € 69: they are made of machined aluminum. With black nylon cap and laser engraved logos. The special construction hides the fixing screw.
• Tank bag: it is made of technical fabric with carbon effect inserts. Tested and approved to resist oil, gasoline, UV rays and not to compromise stability, even at high speeds.
• Adjustable license plate holder € 233.00: made of laser-cut steel. It includes LED license plate lighting.
• Motorcycle cover: in anti-perspirant lycra, it has been designed to protect the motorcycle from dust.
• Aprilia MIA kit: the multimedia platform installation kit is dedicated to Aprilia V4 models and it is composed of the Bluetooth control unit and the cables necessary for assembly.

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